Transport systems using passive vehicles

ABSTRACT

The invention concerns a variable speed transportation system using passive vehicles. The passive vehicles (1) are driven at variable speed by tubes (4) rotating in bearings (13) mounted on cross-bars (14) supporting the rails (2 and 3) and by rollers rolling on the tubes (4) and orientable through an articulated parallelogram linkage (7) actuated by a lever (8) and a maneuvering sprocket wheel (9) controlled by cams situated at the edge of the track or at the rear of the preceding vehicle.

The invention is concerned with a transport system using passivevehicles, driven at variable speed by orientable rollers and rotatingtubes.

At the present time, short distance individual transport systems usingpassive vehicles can be broken down into three categories:

Continuous operation systems, mainly constant or variable speed conveyorbelts, also referred to as accelerated mobile pavements.

Semi-continuous operation systems, largely derived from a principledeveloped in mountainous regions and especially in winter sportsresorts, which consists mainly of combining continuous (or almostcontinuous) operation at stops by means of cabins moving at low speedalong a platform, with conventional discontinuous operation betweenstations.

Discontinuous operation systems, including systems using reversible andirreversible vehicles.

These three families of systems are distinguished mainly by: entry andexit times offered to the User, flow capacity, stopping distance, speed,ease with which they can be integrated into an urban environment,possibility of use in conjunction with other existing transport systems,and their cost.

These systems are also distinguished technically by the type of drive;endless cable, belts, linear motor, etc . . . and by their variablespeed drive mechanism: deformable links, rotating tubes and pivotingrotating cams, etc . . . .

Short distance semi-continuous transport systems have a relatively lowcapacity compared with the above-mentioned continuous systems, but theydo have the advantage over discontinuous shuttle type systems that thecapacity is independent of distance travelled.

From the transport time point of view, semi-continuous systems areslightly better than shuttles operating at maximum speed, since the waittime is independent of the distance travelled.

Consequently, cable systems in which vehicle speed is limit to 10 m/secare slower than active systems. Therefore, for example, a double shuttleactive at 20 m/sec is clearly better than cable systems for distancesgreater than 600 m.

However, although cable systems have a number of advantages (simplifiedanti-collision control, simple kinematic chain, . . . ), they have thedisadvantage of low speed and also they need several strands anddisengageable grips when used on routes with intermediate stations whichare not equidistant, and in some circumstances also need a supplementaryvariable speed drive to obtain a gradual but adequate reduction ofvelocity when in stations.

There is already one transport system using passive vehicles which usesa drive consisting of rotating tubes and orientable rollers (Frenchpatent FR-A-2.036.543). Vehicles are suspended from a monorail and arepulled between stations by a cable at a velocity of about 7 m/sec, andare driven at variable speed in stations by means of a rotating cylinderand orientable roller device which replaces the cable drive to reducethe velocity gradually from 7 m/sec to 0.20 m/sec. Vehicles are attachedto the cable through a disengageable grip, with opening controlled by aroller on the vehicle and by a ramp on the edge of the rail in thestation. Opening the grip causes rotation of the speed variation devicedrive roller to ensure that the latter takes over vehicle drive control.The drive roller is realigned when the grip closes again on leaving thestation.

This system maintains the cable drive system, and is therefore notsuitable for sinuous routes, and requires heavy and expensivefoundations.

The purpose of the present invention is to correct these disadvantages.The invention is distinguished in that it solves the problem of creatinga transport system using variable speed passive vehicles, either withina site or not, suitable for incorporation into linked networks includingsinuous routes, with possibility of intersection, or even integrationwith other means of transport, and with no constraints on accumulationor spacing of vehicles, fully mechanical deceleration, stop andacceleration in stations, automatic door opening system, safety systemacting on the brakes, emergency stop and the possibility of adjusting tosuit passenger flow variations.

Systems using the invention are distinguished mainly in that theyconsist essentially of rotating drive tubes installed along a series ofstraight lines 39 (FIG. 13) matching the outline of the track, in thatthe vehicles are fitted with one or more than one pivoting drive rollersin contact with the rotating tubes, and for which the orientationrelative to the rotating tubes is controlled by means of an articulatedparallelogram linkage including one or more than one cam receivermanoeuver sprocket wheels at the front, in that an accumulation deviceis fitted on the back of the vehicle chassis to reduce the speed of avehicle approaching another vehicle until its speed is equal to or lessthan that of the front vehicle, in that each vehicle is fitted with anemergency brake consisting of a set of jaws 28 (shown schematicallyFIGS. 2-4) which grip the rolling rail in the case of an emergency, inthat the access doors 29 (controlled from the platform by cams 20--FIG.8) open to hide the free space between two vehicles, in that thedirection of travel at the end of the line is reversed by means of arotating table 30 (FIG. 12) including two track elements 31, 32symmetrically located about the axis of rotation 33 of the table or by acam 17 built into an end stop 18 to reverse the tube-roller devicepitch, in that switches comprise mobile track elements 34, 35 (FIG. 13)with minimum discontinuity necessary for transfer, in that the rotatingtubes are protected by plates 23 (FIG. 9) at level crossings 42, in thatvehicle doors 29 gradually open and close in stations, with safety atthe access platform 21 (FIG. 8) controlling a complete stop andrestarting controlled from the central monitoring station.

Tube rotation is controlled individually or collectively by means ofmotors 38 built into the track. Collective drive on some tube sectionsmakes use of universal joints 36 (FIG. 13) or flexible shafts connectingadjacent tube sections. Rotation drive makes use of a notched belt 37fitted in a notched throat 41 (FIG. 10) whose depth matches thethickness of the belt. The power and speed of the motors 38 driving therotating tubes are determined as a function of the relief and specialcharacteristics of the route. Motors located at crossings are controlledby traffic lights 25 (FIG. 19) or other similar devices.

The accumulation device reduces the speed of a vehicle when itapproaches the vehicle in front, and comprises a tail with aprogressively sloping ramp and which acts on the orientable articulatedparallelogram manoeuver sprocket wheel on the approaching vehiclepivoting drive rollers.

The purpose of the jaws 28 is to grip one of the roller rails in case ofemergency. They are actuated by springs controlled by a pressurized gastrigger 28' (shown schematically FIG. 4) which can also be manuallyactuated, or automatically by the front buffers.

One of the cam receiver rollers on the front of the articulatedparallelogram linkage juts out in front of the chassis by a distanceadequate to stop the drive and apply the vehicle brakes if there is afrontal shock.

The travel direction reversal cam 17 at the end of the line is fixed toan end stop 18 similar to the tail of the accumulation device, and putsthe orientable drive rollers into the neutral position and then reversestheir inclination, by acting on one of the rollers at the front of theorientable drive roller control parallelogram linkage.

The periphery of the pivoting drive rollers is coated with a bandage ofmaterial conducive to adherence and reduction of roller noise. Using thepreferred fabrication method, this material will be polyurethane.

The vehicle is guided laterally by rollers at both sides of the waist ofone of the rails.

The advantages obtained from this invention consist mainly in that driveenergy is distributed throughout the length of the route in the form ofrotating tubes at ground level, in that individual vehicle safety stopsare possible, that level crossings with other lines or other means oftransport are possible, that each vehicle is independent withinmandatory constraints, that there is no on-board energy, that vehiclescannot collide and that they can accumulate and reverse directionsmoothly, that the speed and power transmitted to the tube sections isadjusted as a function of the route, that the operating noise level isvery low, that the track footprint is minimized, that gradients of 15%can be mounted, that the radius of curvature of the track can be as lowas 10 m, that a linked network structure is possible, that vehicles canbunch together safely and without jerks, giving the impression of a longtrain at peak hours, that operations can be modified at off-peak hourswith vehicles systematically stopping in stations, that there are noconstraints on station layout, that the hourly flow is about 400-500passengers in each direction, that the velocity can reach 10 m/sec, andthat the time required for getting on and off the vehicle is between 10and 20 seconds.

Other characteristics and advantages will be brought out in thefollowing description of a passenger transport system using passivevehicles supported on rails, driven at variable speed by rotating tubesand orientable rollers, given as a non-restrictive example inconjunction with the attached figures on which:

FIG. 1 shows a perspective view of a vehicle in place on the track,

FIG. 2 shows a side view of a vehicle in place on the track,

FIG. 3 shows a top view of a vehicle in place on the track,

FIG. 4 shows a view of the drive train mechanism from above,

FIG. 5 shows a front view of a vehicle in place on the track,

FIG. 6 shows a perspective view of the drive mechanism.

FIG. 7 shows a perspective view of three vehicles in station, doorsopen,

FIG. 8 shows a front view of a vehicle in station, doors open,

FIG. 9 shows a cross section of the track in passenger crossing areas,

FIG. 10 shows a top view of the track with motor driving of the rotatingtube,

FIG. 11 shows a cross section of the lower end of a vehicle in place onthe track with dynamo and motor driving of the rotating tube,

FIG. 12 shows a top view of rotating table for travel directionreversing,

FIG. 13 shows a top view of switches,

FIG. 14 shows a top view of crossing areas.

The figures show a transport system with passive vehicles driven atvariable speed by rotating tubes and orientable rollers, consistingessentially of a vehicle 1 having wheels 1b riding on rails 2 and 3 anddriven by means of tubes 4 rotating in fixed bearings 13 and engagingdrive rollers 5 and 6 carried by the vehicle wich can be oriented bymeans of a articulated parallelogram linkage which includes a lever 8with a manoeuvring sprocket wheel or cam follower 9 at its free endcontrolled by fixed cams located at the edge of the track or by the ramptail or cam 10 at the back of the vehicle in front. The vehicles 1 areguided laterally by rollers 11 and 12 located on each side of the waistof one of the rails 3, attached to cross-bars 14, and firmly kept inplace vertically above the rails 2 and 3 by means of rollers 11 and 12and brackets 15 and 16 located on each side of the waist of the otherrail 2.

In accordance with this invention, the vehicles are supported on thetrack made up of rails 2 and 3, and they are guided relative to one ofthese rails by means of rollers 11 and 12 located on each side of thewaist of one of the rails 3, and on which they are maintained verticalby rollers 11 and 12 and brackets 15 and 16 which project under rail 2and 3 roller flanges; this eliminates the possibility of vehiclestipping over under any applied forces.

The vehicles are driven by means of tubes 4 rotating in bearings 13attached to cross-bars 14, and rollers 5 and 6, rigidly connected forrotation, and whose inclination relative to rotating tubes 4 isdetermined as a function of the required displacement velocity.

The articulated parallelogram linkage 7 pivots the drive rollers and canbe used (by acting on lever 8 of the manoeuvring sprocket wheel 9) toobtain the various settings of the drive rollers, for example, fordisengaging the drive; in this case rollers 5 and 6 are orientedcross-wise relative to tubes 4. Various drive speeds can be obtained inthis manner, or the vehicle can be stopped on the track; in the lattercase, rollers 5 and 6 are perpendicular to tube 4, or the direction ofvehicle motion is reversed when this position is exceeded and rollers 5and 6 are oriented symmetrically relative to their initial positions.

The manoeuvring sprocket wheel 9 on lever 8 of the articulatedparallelogram linkage control 7 is brought into use when the vehiclecatches up with the vehicle in front, since the leading vehicle ramptail 10 goes under the chassis and progressively bears on the camfollower 9 on lever 8 until the velocity of the two vehicles issynchronized.

When the front of a vehicle bumps into an obstacle, the manoeuvringsprocket wheel 9 which juts out in front of the vehicle buffers 1a,pivots lever 8 towards the back of the chassis; the effect of this is toorientate drive roller 5 and 6 perpendicular to the tube and thereforeto remove drive power.

A cam 17 with a progressively increasing slope with a suitablepredetermined profile can be installed on an end-stop at the end of theline or at any required location on the track, in order to stop andreverse the direction of vehicle motion, making use of manoeuvringsprocket wheel 9. It is also possible, by remotely changing the activelength of the removable cam 17 with gradually varying slope installed onthe track or in front of an end stop, to store vehicles at the end ofthe line or on a garage track, and then to have them return to adetermined location by reversing the direction of the drive systempitch. The vehicle at the front will then act as a pusher for previouslymade-up multiple units.

Stations are laid out along the track, and include deceleration andpossibly stop cams 19 (FIG. 8). These cams gradually incline driverollers 5 and 6, until the speed is sufficiently reduced to allowpassengers to get on and off the vehicle. This speed is mechanicallyadjustable depending on operating constraints.

When the speed is low enough, the doors are opened by means of a cam 20(FIG. 8) along the platform 21. Vehicles travel at low speed in thestation, which is big enough to contain 3 or 4 vehicles simultaneously.Doors are closed at the end of the platform by means of another cam.Closing is controlled by an end of travel detector. The vehicle can thenpick up speed again, depending on the profile of the cam located at theexit from the station.

Each station is equipped with a remote television monitoringinstallation, which allows remote resetting of the cabin door open andcomplete stop trigger safety feature, to facilitate getting on thevehicle.

In passenger crossing areas, the track is filled in using plates 23 sothat only the top part of the tracks 2, 3 is visible. The vehicle isguided on its track under the plates 23. In those areas the rotatingtubes 4 are slightly raised to ensure adequate contact with the driverollers. This is achieved by the use of lips 24 on each side of thetube, or by machining a series of notches in the tube, in which theteeth of a rake engage to obtain a safety level similar to thatpresently existing on mechanical escalators. This part of the rotatingtube is reinforced to allow passage of automobile vehicles without riskof damage.

Vehicle velocity is reduced when approaching crossings for safetypurposes. Authorization for vehicle passage depends on externalinformation and on a free passage detection device.

One of the pivoting drive rollers 5 and 6 on each vehicle drives adynamo 27 (FIGS. 10, 11) which charges a set of on-board accumulators 50supplying the onboard electrical circuit 51; this allows, for example,independent signalling and sound systems.

The track can be supported on an overhead structure to cross over otherworks or to free occupied ground surface. The vehicle can be suspendedfor the same purpose.

The track can have a radius of curvature of as little at 10 meters.

Vehicle flow can be intermittent, constant or flexible, depending onpassenger flow. Flow management is handled taking account of the numberof passengers on-board determined by validation of access tickets orchecking magnetic transport cards.

Remote control, remote checking and transmissions make use of a fiberoptic link and automatically controlled processors.

The system using the invention is intended mainly for transportation ofpersons already within a site, and not for connections of the typesuburb/downtown or suburb/suburb, connecting together central sites andactivity centers within towns, extension of urban lines when it can bein the form of a bipolar junction between a regional express networkstation and a concentrated activity center, particularly in new urbandevelopments; collection in residential areas to collectivetransportation terminals; internal connections within exhibitioncenters, industrial sites, large shopping centers and for transport ofmaterials and products.

We claim:
 1. Transport system using passive wheeled vehicles riding onrails which define a track and driven at variable speed by rotatingtubes extending along and between the rails and engaging at least onepivoting drive roller carried by each vehicle and whose orientationrelative to said tubes is varied by an articulated parallelogram linkageincluding at least one cam follower at the front of the vehicle,distiguished in that:each vehicle includes a rearward projecting camengageable by the follower of an approaching vehicle so that thevelocity of the approaching vehicle can be gradually reduced until it ispractically equal to that of the vehicle being caught up; each vehiclecarries anti-overturning means engaging the rails and an emergency brakeconsisting of a pair of jaws intended to grab one of the rails; accessdoors controlled by a cam at a station to open to hide the gap betweentwo adjacent vehicles; reverse motion of the vehicles is obtained at theend of the line by a rotating table including two track elementssymmetrically laid out relative to the axis of rotation of the table;switches consist of mobile track components which guarantee thenecessary direction change for a transfer but have as littlediscontinuity as possible; the rotating tubes are protected by a rake atlevel crossings; the radius of curvature of the track can be as littleas 10 m; the rotating tubes in some sections of the track are connectedby universal joints or flexible shafts and only one such tube is drivenby a motor; the tubes are diven by a notched belt installed in a notchedthroat whose depth matches the belt thickness; the drive motor power andspeed are determined as functions of the relief and other specialfeatures of the route one of the drive rollers on each vehicle drives adynamo to charge a set of on-board accumulators used to provide powerfor the on-board electrical circuits; and vehicle flow can beintermittent, constant or flexible depending on passenger flow. 2.Transport system in accordance with claim 1 wherein the anti-overturningmeans comprises two rollers on opposite sides of one of the rails toprovide lateral support and two brackets on opposite sides of the otherrail and projecting under the rail top flange.
 3. Transport system inaccordance with claim 1 wherein the rotating tube drive motors locatedat intersections with another traffic route, are controlled by crossinglights or similar devices.
 4. Transport system in accordance with claim1 wherein the rearward projecting cam comprises a tail which includes aramp of gradually varying slope which engages the follower on theapproaching vehicle.
 5. Transport system in accordance with claim 1 thejaws which are intended to grip the rails in case of emergency areactuated by springs which are freed by a pressurized gas activatortrigger, either manually or automatically.
 6. Transport system inaccordance with claim 1 wherein the linkage juts out on the front of thevehicle enough so that the vehicle itself will be stopped and its drivewill be disengaged if it bumps against an obstacle in front. 7.Transport system in accordance with claim 1 wherein the pivoting driverollers are coated with a material conducive to good adherence on therotating tubes, and also to noise reduction.
 8. Transport system inaccordance with claim 7 wherein the material is polyurethane. 9.Transport system in accordance with claim 1 wherein the vehicles arefitted with doors which open and close gradually under the control offixed cam means at stations and including other fixed cam means atstations engageable by the cam follower to insure a complete stop of thevehicle and a central monitoring station having means to restart astopped vehicle.
 10. Transport system in accordance with claim 1 whereinstopping the vehicle and reversing its direction at the end of the linemakes use of a remotely controlled cam of progressively varying slopeand variable length installed in front of such end.
 11. Transport systemin accordance with claim 1 including remote control means, remoteinspection means and transmission means comprising fiber opticconnections and automatically controlled processors.
 12. Transportsystem in accordance with claim 11, including vehicle flow managementmeans comprising means for counting the number of passengers on thevehicle, by validating access tickets or checking magnetic transportcards.